Car-heating system



Oct. 5, 1926.

*E. H. GOLD can HEATING SYSTEM Filed July 27, 1923 4 Patented st. 5,l92

l'i r CAR-HEATING SYSTEM.

Application filed July 27,

wall or walls thereof and preferably also partway along the ends of the car. The invention is concerned with cert-am improvements in the construction of a radiating coil of this type adapting it particularly for use in a heating system, the circulation of medium through which is ultimately controlled by a thermostat subject to temperature changes in the car atmosphere; although the improved radiator might be employed in a hand regulated steam heating system either of the vapor or high pressure type. A common. form of radiating coil heretofore used in railway car heating systems consists of inlet and return pipes extending in opposite directions along the side wall of the car, from a controlling valve located at approximately the middle of the car, together with one or more, frequently two, intermediate pipes connected with the extremities of the inlet and return pipes by manifolds, theinlet, return and intermediate pipe or pipes having end sections standing at right angles to the main portions of the pipes. These end sections are connected to the main portions of the pipes, respectively, by elbow joints and the extremities of all the end sections, at each end of the car, have been joined by a single manifold. The construction of the coil is such, therefore, that when it is filled with steam, for example, with steam at atmospheric pressure in the case of a heating apparatus of the vapor type, the distribution of heat will be equal throughout the length of the radiator. That is to say. the delivery of heat from the radiator is the same per linear unit throughout the length of the coil. The result is that the ends of the car, due to heat losses through the doors are likely. to be cooler than the middle part.- This condition is particularly disadvantageous in a heating system in which the circulation through theradiator-is ultimately controlled by a thermostat responsive to changes in temperature within the car. In such case the thermostat is ordinarily lo cated in the middle of the car and as a con sequence it may act to shut off inflow of heating medium to the coil before the ends of the coil have been completely filled. With an automatically operated system of this type the radiator valve is naturally opened and 1923. Serial No. 654,229.

closed quite frequently, that is, asoften as the temperature near the thermostat exceeds or falls below the temperature at which the thermostat is set for actuation. If conditionsare such that the middle of the car heats up more rapidly than the ends (and such cond tions are usual, particularly in severe weather) the radiator valve may be opened and closed at such short intervals that the ends of the coil do not get a chance to supply heat toftheir respective portions of the car at full capacity,

My invention provides a construction of the coil which increasesthe amount of the radiating surface at the ends of the car and proportionately decreases the amountof radiating surface at the 'middle of the car. ThlS I accomplish preferably bymaking the middle of the radiator a two-pipe coil, for example, that is, consisting of two parallel pipes, and the end portionsthree-pipe coils, that 1s, consisting,,in each case, of three parallel pipes. Obviously the number of pip-es might beincreased. Y 1

The invention is illustrated, in a preferred embodiment, in the accompanying drawing wherein i F 1 is a diagrammatic View illustrating a railway car heatingsystem provided with a radiator constructed in accordance with my invention, the radiator being shown, for the purpose of illustratin-g the object of the lnvention, not as it is actually constructed but in a schematic manner. i

Fig. 2 is a fragmentaryzview, in perspective, of one end of. the radiating coil showing the pipes and fittingsin their actual arrangement.

Referring first to Fig. 1 of the drawing which illustrates diagrammatically'a steam heating system of the vapor type controlled by a thermostat located within the car: 10 designates the body of the car, 11 the steam train pipe, 12 a pressure reducer or vapor regulator of common type, and 13 a valve for controlling the circulation of low pressure steamithrough the radiatorwhich is here shown as consisting of two coils A and B arranged substantially as shown in United States Patent No. 1,44t0,702 granted to Russell.& Geiss'inger January 2. 1923, and in the patent to E. A. Russell No.1,4l0fi 01 of the same date, which also illustrates the construction of the radiator valve 13 shown herein. The coils A and B hereof, while bearing, the-same relation to each other as the coils of the Russell & .Geissinger and Russell patents, are of different and improved construction as will be hereinafter set forth. H g

14 is a pipe connecting the vapor regulator on its high pressure side with the train pipe 11. 15 is a pipe leading from the low pressure side of the vapor regulator to valve 13. 16 is a pipe for conducting water of condensation from valve 13 to the thermostat chamber o 't'the vapor regulator. The vapor regulator operates, it will 'be understood, to

prevent the intro-dijzction into the radiator of present invention it has been shown only fragmentarily. The valve'body of valve 13 is rotated to closing position, and vice versa, by a lever 18 moved in opposite directions by solenoids 19 and '20 energized through the operation of thermostat 17.

In the arrangement of the coils shown steam passes into coil A through pipe 21 then after circulating through this coil enters coil B through pipe 22, the wearer condensation from coil A being discharged through trainpipe 23 andthe valve 13'. The medium from coil B enters valve 13 through pipe 24. r s

Both of the'coil's' A and 'B are illustrated in Fig. 1 as of substantially the same construction. That is, each coil vis so constructed that the end portions thereof have more radiating surface per linear movement than the middle portion. Under some circumstances it might be sufficient to construct only one of the coils in this manner.

To take coil A as an example: It consists of an inlet pipe 25 which runs the length or the car from its connection with the valve 13 at the middle of the car, and is provided with an end section 26, pipe sections 25 and 26 being at right angles to'each other and connected by an elbow 27. 28 is a return pipe extending from theother end of the car to the valve 13 and connected therewith through pipes '22a'n d 23. The return pipe is also shown as provided, with an angularly disposed end section 29, sections 28 and 29 being connected by elbow 2?. Connecting opposite ends of the inlet and return pipes, is an intermediate pipe consisting of a longitudinal pipe section 30 extending the entirelength of the car andp'rovided atopposite ends with end sections 31 and 32, which are connected to sections 30 by elbows 27. At the opposite ends of the coil are additional pipes 33, 3 paralleling the inlet return and intermediate pipes and provided preferably with end sections 35, 36 connected thereto by elbows 27. The additional pipes 33, 35 and 34;, 36 are connected with the intermediate pipe 31, 32 by Y f1- tings 37. The intermediate pipe is connected at opposite ends with the extremities of the inlet and return pipes, respectively, by re turn bend fittings 38.

l/Vith the coil constructed as above set "forth, the delivery of heat therefrom per linear unit will be greater at the ends of the coil in the ratio of three to two than atlthe middle portion of the coil.

Fig. 1, forthe purpose of clearly illustrating the invention, shows the pipes as though they were in the same horizontal plane. The actual construction of the coil is illustrated in Fig. 2 in which the parallel pipes I are shown as arrangedoneabove the other.

l'vhile the invention has been shown and described in thepreterred embodimenhxit is my intention to co'ver'all modifications of the same within the scope (if the appended claims.

I claim 1; In combination with a railway car, a heating system therefor, having a radiating coil consisting of inlet and return pipes extending from a middle point in the car toward opposite ends thereof, an intermediate pipe connecting the outer ends of the inlet and return pipes, and additional pipes paralleling and connected with said last named pipe at the ends thereof.

2.; In combination. with a railway car, a heating system therefor having a radiating coil consisting of inlet and return pipes e1- tendingt'rom a middle point in the cartoward opposite ends thereof, an intermediate pipe extending between the outer extremities of the inlet and return pipes, return bend fittings connecting said intermediate pipe with the extremities of the inlet and return pipes, respectively, an additional pipe parallelin the intermediate pipeat one 1 end thereot,and Y fittings connecting said additional pipe with the intermediate pipe.

3. In combinationwith a railway car, a radiator extending lengthwiseot the car and mechanism for controlling the circulation of heating medium through the radiator comprising a thermostat subject to changes of temperature in the car atmosphere and located near the middle of the car, the end portions ot'said radiator having more radiating surface per linear unit than the middleportion tor thepurpo-se specified. 7

at. In combination with a railway car, a radiator comprising parallel pipes extendinglengthwise of the car, and mechanism for controlling the circulation of heating medium through the radiator comprising a thermostat subject to changes of temperature in the car atmosphere and located near the middle portion of the car, the end portions of said radiator consisting of a larger number of parallel pipes than the middle portion thereof.

5. In combination With a railway car, a steam train pipe, a radiating coil, and a valve arranged near the middle of the car for controlling the inflow of steam from the train pipe to the coil and the discharge of Water of condensation from the coil; said coil comprising inlet and return pipes connected with said valve and extending to the ends of the car and provided with angularly disposed end sections, an intermediate pipe extending the length of the car and provided with angularly disposed end sections,

fittings by means of which the end sections 130 of said inlet, return and intermediate pipes are connected, additional pipes at the ends of the coil having angularly disposed end sections, and Y fittings by means of which sections parallel to the sections of the other 7 pipes respectively, Y fittings for connecting said third pipe to one of the first mentioned pipes and a fitting by means of Which the extremities of said first mentioned pipes are 35 connected.

EGBERT H. GOLD. 

